Hull of motor vessels



Oct. 23, 1945. E F CRlBB HULL 0F MOTOR vEssELs Filed April s, 1944 Patented Oct. 23, 1945 Ernest Frank Crbb, Vancouver, British Columbia, Canada Application April 8, 1944, Serial No. 530,110

Claims. (Cl. 1150.5)

My invention relates to improvements in hulls of motor vessels.

The objects of the invention are to provide means whereby the thermo syphon system of cooling for vessels can be materially improved by increasing the static head between the base of the radiator and the top of the engine jacket; to provide means for carrying a large supply of fresh water for engine cooling; to provide means whereby said water supply can be used as stable ballast, and to provide that the cooling water container or radiator shall form a component part, readily interchangeable, of the hull of the vessel. A further object is to provide a skeg structure for the vessel which being capable of being bolted or otherwise attached to the hfull of a ship reduces the cost of construction of the hull through eliminating the necessity for sharply bent planking under the counter.

The invention consists of a skeg in the form of a tank, which is adapted to be secured to the bottom of the hull and connected to the engine by suitable pipes to form a water cooling system therefor.

Referring to the drawing:

Fig. 1 is a sectional View of the stern end| of a motor vessel fitted with the invention, the latter being shown in side elevation.

Fig. 2 is a plan view of the invention.

Fig. 3 is a detail transverse sectional view taken on the line 3-3 of Figure l.

Fig. 4 is a detail longitudinal view taken on the line 4 4 of Figure 3.

In the drawing like characters of reference indicate corresponding parts in each figure.

The numeral indicates generally a portion of a, motor driven vessels hull having a bottom 2, sloping upwardly from the keel 3 to a transom 4 and forming a counter 5. A rudder having a rudder post 8 extending through the stern is tted in the usual way.

A hollow skeg, generally indicated by the numeral I0, is fitted lengthwise of the hull I, which serves as a radiator or heat exchanger for the internal combustion engine l2 of the vessel. The skeg is formed with a bottom wall I4,A flaring side Walls |5 which are outwardly flanged at their upper extremity as at I6 and a cover plate I1. One or more transverse partitions I8 having apertures |8A are welded within the skeg to add to its stability. The side walls I5 are inturned as at I3 to streamline the stern end of said skeg and a gap 20 is formed therein to receive the end of a stern tube 2| and a stern bearing 22 for the propelleimk shaft 23 of the engine l2. The stern tube 2| is extended to the cover plate Pipe connections 25 and 25 are tted to the cover |1 of the skeg, which extend through the bottom 2 to be connected to the engine I2 in the following manner. From the connection 25 a flow pipe 28 extends to the water jacket 29 of the en' gine and from said water jacket a return pipe 30 extend-s towards the stern and back down to the connection 25. The iiow pipe 28 is provided with a. valve 3| for controlling the iiow of water from the skeg to the engine and a branch pipe 32 having a valve 33, which pipe extends through the bottom of the hull to provide means for supplying sea water to the vesselif desired. The pipe 3l) is provided with a branch 35 which leads overside and is iitted with a valve 36 to facilitate the direct discharge of water overside from the engine when desired.` Also connected with the pipe 30 is a fresh water supply tank 38, which may alternately be -connected with the pipe 28.

The operation of a thermosyphon system is well known and it will be seen that the Cheat of the-engine is partly .transferred through the pipe 30 to the skeg where it is dissipated through the skeg walls to the sea, and fresh cold or cool water is drawn up by the engine heat from the lower part of the skeg to the engine, expansion being normally taken care of in the supply tank 38.

If the skeg becomes damaged or the fresh water supply is lost, it sufces to open the valves 33 and 36 and allow the engine to draw its cooling water from below the hull through the branch pipe 32 and discharge the heated water through the pipe 35.

As a heat exchanger, the skeg is particularly efcacious on account of its large radiating surfaces. Its capacity is ample and by virtue of its being full at all times the water remains as a nonshifting ballast for the ship and in a position where it acts to the greatest advantage.

What I claim as my invention:

1. In a motor driven vessel, a hull having a i counter and a skeg secured to said hull below the '3. In a. motor driven vessel, a hull having a counter. and a skeg, said skeg comprising a hollow body secured to the hull below the counter, said skeg having a stern tube extending longitudinally and substantially horizontally therethrough to accommodate the propeller shaft of .the vessel and having openings therein adapted to receive water circulating pipes.

4. In `a motor driven vessel, a hull having a counter and a skeg, said skeg comprising a hollow body securedKto the hull Ibelow the counter and pipe connected to the motor to form a heat exchanger, said skeg having side walls converging downwardly, the rear ends of said side Walls beingY inwardly curved and connected together throughout a portion of their Vertical height and a. stern tube extending substantially horizontally therethrough adapted to accommodate a propeller shaft.

5. A skeg adapted for attachment to the counter of a, motor driven vessel, said skeg comprising a narrow tank shaped along its upper edge to t the hull and having a flange by which it is adapted. to be fastened to said hull, said tank having connections for circulating pipes leading to and from the engine.

ERNEST FRANK CRIBB. 

